The biggest improvement old to new 3-series is rear passenger room. This is now a commodious four-seater with room for six-footers sitting behind each other.
In line with the conservative exterior styling, the cabin is less adventurous than in the 7-, 5- or 6-series. Materials are of good quality and it’s as well bolted together as an Audi A4. We are disappointed that the driver-centric cabins of old have now been abandoned by BMW though.
Seat comfort is difficult to fault. Obviously the chassis engineers saw some ride quality potential in the seat base by making it softer, and at times you can find yourself bobbing vertically in the seat when the car itself is barely moving. This could become slightly nausea-provoking on longer trips.
Boot space is excellent, with a low loading lip, and enough room (460 litres) to compete with the class best.
BMW has had some problems with Euro NCAP crash tests of late, but we’d expect this car to achieve five stars. A strong shell and six airbags should be enough. Naturally it comes with the full dictionary of electronic aids: CBC, DBC, DSC, DTC, plus run-flat tyres must give the Three more passive safety than any competitor.
Standard equipment doesn’t quite live up to the SE tag, but 16in alloys, rear parking radar and cruise control all thrown in. But the list of extras is vast and the temptation to add £3000-£5000 will be too much for some.
Drive the 320d briskly and it will return 37mpg or better fully laden. That rose to a staggering 56.3mpg on our touring route and even at the track it didn’t dip below 28mpg.
BMW will be offering a total car servicing package like that available on the Mini, so running costs – given the EU4 emissions rating, 153g/km CO2 figure and 16 per cent company car tax rating – will be small.
The only potential problem is over-supply: BMW will not be afraid to sell as many 320ds as possible, and that will mean plenty of used examples around.